Improvement in railway-switches



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D. TRACY. I Railway-Switch. No. 216,913. Patented June 24, 1879..

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D; TRACY.

, V Railway-Switch. No; 216,913. Patented June 24, I879.

- I, v Luz 011201 N.PErERS. PHOTO-LITHOGRAPHER, WASMlNGTON. DV 9 DWIGHT TRACY, OF RIDGEWOOD, NEW JERSEY.

IMPROVEMENT l N RAILWAY-SWITCHES.

Specification forming part of Letters Patent No. 216,913, dated June 24, 1879; application filed May 1, 1878.

To all whom it may concern:

Be it known that I, DWIGHT TRACY, of Ridgewood, in the county of Bergen and State of New Jersey, have invented certain new and useful Improvements in Railway-Switches and means of operating and indicating the position and condition of the same, of which the following is a description, reference being had to the accompanying drawings, forming part of this specification.

- This invention more particularly relates to what are known as safety-switches, in which the switch, while capable of being shifted to any required position by hand, is free to be automatically operated by a passing locomotive or car when said switch is not set in line with the track on which the locomotive or car is traveling.

A leading object of the invention is to construct the switch in such a manner that its rail or rails cannot be put in a dangerous position,and so that the switch shall be exempt from all liability to derail a car, split a train in two, or do other damage to the rollingstock. This may be explained by the following statement:

WVith switches as ordinarily constructed or now in general use there are only two safe positions for traffic inthe direction of the diverg ence of the switch-viz}, when set for the main track and the siding-the intermediate positions being of inherent danger. -Also, there is only one position that traflic in this direction can be kept on the main line, which is when theswitch is locked in line or in connection with the main track. In all other positions the cars will be derailed or run onto the siding. These conditions the present invention reverses, and instead of there being only one position of the switch that traflic can keep the main line, there is by the present ining, by simply unlocking it, and without moving the switch rail or rails, access to the siding is entirely out off.

To these and other ends the invention consists. in certain combinations of a movable safety-rail, against which the flange of one of the advance wheels of the car, engine, or train acts; a switch, the'rail or one of the rails of which has attached to it a guard-rail, and the moving ends of which rails, when the switch has two rails, are arranged to extend one beyond the other; a fixed guide-rail to secure the operation of the safety-rail when a car, engine, or train is being run from a siding onto the main line when. the switch is improperly set; and switch operating and locking mechanism, connected, respectively, with both the switch rail or rails and movable safety-rail, substantially as hereinafter de: scribed, and whereby the switch may be operated automatically to insure safety, or by hand to control the course of the traffic. a

The invention also consists in a combination, with certain levers in a lock-box, with which the movable safety-rail and the switch rail or rails are connected,'of a locking-bolt and its keeper or locking-bar, constructed to provide for the locking, unlocking, and setting of the switch by the action of the flanges of the wheels on the safety-rail without regard to the thickness of the flange which actuates the safetyrail;

The invention likewise consists in a certain combination, with the lid of the lock-box of the switch, of a lever for operating the switch by hand, and a movable flllOIuIIl-PlllfOfi the switch operating and locking mechanism, whereby said lever is locked by said box when the latter is closed and secured.

Furthermore, the invention consists in a combination of a signal or signals for indicating the position and locked or unlocked con dition of the switch with switch operating and locking mechanism and a movable safetyrail and switch rail or rails, connected, respectively, with said mechanism in a positive manner, and whereby the signal is alsojpositively operated by the movement of the safety-rail.

The invention also consists in a combination, with a connecting means between the movable safety-rail and the switch operating and looking mechanism, of a slide capable of operation UNITED STATESPATENT CFFIGE.

by hand,,an'd provided with devices for controlling through said connecting means the movement of the switch by hand, and providing for the automatic disengagement of said means with the devices by which the switch is controlled by hand,- to adapt the switch to a combination of switches, all controllable from the same point or place, and in which no single switch. can be moved and locked without the other switches in the combination are properlyset in relation with it, which combination of switches is known as the interlocking system.

Having thus specified the objects and nature of the invention, its description will be proceeded with in reference to the accompanying drawings.

Figure 1 represents a plan of a railway switch constructed in accordance with the invention, together with means for operating and for indicating the position of the same, and showing the switch as set and locked in line with the main track. Fig. 2 is a side View of the lock-box open, showing the position of the switch operatin g and lockin g mechanism and signals when the switch is locked in line with the main track. Fig. 3 is a further side view of the lock-box open, showing "the position of the switch operating and looking mechanism and signals when the switch isunlocked in line with the main track. Fig. 4 is a plan of the switch, showing the latter as unlocked and out of line both with the main track and with a siding. Fig. 5 is a section on the line at m, Fig. 4, and side view of the lock-box open, showing the switch operating and lockin g mechanism and signals in position when the switch is as represented in Fig. 4, and

- in fuller illustration also of a signal or signals actuated by the switch to indicate the position and locked or unlocked condition of the latter.

Fig. 6 is a plan of the switch when locked in line with the siding. Fig. 7 is a side view of the lock-box open, showing the position of the mechanism and signals when the switch is locked in linewith the siding. Fig.8 is a plan of the switch when in line with the siding,'but unlocked; and Fig. 9 is a side View of the lock-box open, showing its mechanism and signals in position for such adjustment and condition of the switch. Fig. 10 is an exterior side view of the lock-box with attached signals, and showing the lever which is used to operate the switch by hand as locked by the lid of said box; and Fig. 11 is a horizontal section on the line y y in Fig. 5, with the lever used to-work the switch by hand in working position. Fig. 12 is a horizontal section on the line a; w in Fig. 13, mainly of certain means for adapting the invention to an interlocking system of switches, and with the parts arranged when the switch is in line with the siding; and Fig. 13 is a section of the same on the line y y. Fig. 14 is a similar view to Fig. 13 of like devices, in part, but showing them in position when the switchis set for the main line. Fig. 15 is a plan of a box and slide shown in'Figs. 12, 13, and 14, and forming the means, in part, by which the invention is or may be adapted to the interlocking system.

Fig. 16 is a side view, upon a larger scale, of the lock-box open, for the purpose of more clearly illustrating the lock-box mechanism.

Referring, in the first instance, to the several figures of the drawings from 1 to 11, inclusive, A is one of the permanent continuous rails of the main track, and A" the other rail thereof. B is one of the switch-rails, and B the other switchrail, also forming part of the main track. These switch-rails may be connected at their fixed ends a a with the sleep ers of the main track at or in the same perpendicular line to the track, but terminate in different lines that are perpendicular to the track. When connected at their fixed ends with the main track in the same perpendicular line the switch-rail B must then be the longer of the two. Said switch-rail B has attached to the inner side of its moving end a guard-raih-G, the object of which, in connection with a safety-rail hereinafter referred to,

is to draw the switch in line with the main track when the car or engine is running in direction of the divergence of the switch and locked.

D D are two rails of the siding or turn-out with which the switch-rails B B are brought in line and locked when'it is desired to run'a train onto the siding. A rod, 0, connects the rails B B, to provide for their action in concert.

E is a rod or bar bywhich the switch-rails are connected with operating and locking mechanism. G is a movable safety-rail arranged on the inside of the permanent rail A; but detached from it. This safety-rail extends from the side rail D, where it is pivoted, to the switch-rail B, where it is loose, and free to work inward or outward relatively to the center of the track. Said safety-rail, which may either be of a single piece or in sections, is constructed to present on its outer side a convex or double-inclined surface. which is here the latter is in line with the siding, but un/ shown as formed of two reverse inclines, d d.

ing-stock between said main rail A and the rail D of'the siding. The safety-rail G, it should be observed, is arranged to meet the moving end of one rail, B of the switch, and extended in both directions from a point opposite the moving end of the other switch-rail, B. His a fixed guide-rail, arranged on the in side of the safety-rail G, and the use of which will be hereinafter described.

fl is thelock-box, containiugtheswitch operating and locking mechanism, and J its locking-lid.

K is a leverwithin said box and loose on a fulcrum-pin, e. Said lever has pivoted to it the rod E, which connects withthe switch-' rails. Loose on the same fulcrum e is another.

lever, L, to which the rod F, connecting with the safety-rail,is pivoted,

M is a double-ended vibrating bolt, pivoted to the lever K at f, andhaving a slot, in which the lever L engages by astud, g. A

N is a tixed locking-bar, with one or other of two horns, h M, on which the double-ended vibrating bolt M engages or laps over whenlooking the switch eitherin line with the main tracker with the siding; and M, (seenmore clearlyin Fig. 11,) are stops on said lockingbar, for limiting the movement of the lever K whenthe switchis set in either of said posi" tions.

O is the lever for operating the switch by hand. This lever fits an eye; in the fulcrum "pin 6, which is loose in its bearings, and said lever is provided with a stud, k, which engages with a hole in the lever L to move thelatter.

The operation of the mechanism in thelo ckbox I is as follows: Supposing the bolt. M to be locked with or over either horn h or h, and

it berequired to move the switch and tolock it in a reverse position, then the first movementot' the lever L, whether ettectedautomatically by the switch or by the hand-lever O, is simply tovibrate the bolt M onits pivot f, to disengage it from the horn h or h over which it'laps. Thisnecessarily involves a movementof the rod F and safety-rail G, but no movement of the rod E and switch-rails.

So soon, however, as thebolt-M is disengaged at its one end, then further movement of thelever L in the same direction cannot take place without a joint movement of the lever K, rod E,

an dswitch-rails, by reason of the opposite end of the bolt striking the inside face of thehorn h or it next adjacent to it. Such movementof the lever K is continued till the bolt M slides over the inside face of the horn' struck by it,

when any continued movement of the lever L in the same direction causes the bolt tolock with or lap over said hornandagain lock the switch in its. changed. position, the lever K striking the stop '5 or i so soon as the switch is a set and the bolt begins to lock.

."Supposing the parts to be in. the position represented in Figs.1.and 2, when the switchrails BB- are locked iii-connection with the main line, the bolt M looking over the horn h, then the safety-rail G remains adjusted against the guide-rail H, so thatthe flange of the advance wheel of theengine or car is free a to pass in both directionsbetwcen said rail and the main rail A withoutsmoving the satiety-rail. But if a train should run outof the siding, as indicated by the wheels P P in outward directiolrrelatively to thecenter of the track,'and so' put the switch-rail B in line with the siding-rail D, and the safety-railG in line with the other switclrrail, B, and cause the switch to be locked in its changed position, as represented in Fig. 6.

When the switch-rails ;B B are set andlocked in line with the siding, then the parts assume the position represented in Figs. ,6 and 7, the boltM looking over the horn h, and the safetyrail G being brought close up to the rail A, with which it formsia continuous connection for the tread of the wheels of the car or train between the switch-rail B and the siding-rail I). Cars are then free to enter and leave the siding without acting on the safety-rail. Should atrain however, be movingon the mainline toward the convergence of the switch, as represented by the wheels P P in Fig.0, and the switch still be locked into the siding, then the flanges of said. wheels will enter between the safety-rail G and main rail A and movethe safety-rail inward relatively to the center of the track, tofirst unloekthe bolt M from the horn h, then to move the switch tobring its rails in line with the main track, and subsequently to lock the switch in such changed position.

Supposing a train to be moving on the .main line in thedirection of the divergence of the switch, as represented by the forward wheels, PP, in Fig. 8, and the switchr'ails to be set in linewith the siding, but not locked,

then the flange of one of said wheels will run between. the safety-rail G and the rail A and the flange ot' the opposite wheel between the guard-rail G and the switch-rail B, and by the action of the flanges ot the wheels on the inclined sides of the safetyrail and guard-rail, as shown in Fig. 4, the switch will he brought into line with the main track by the action of the. flanges of the wheels directly on the rails themselves, the operating-levers and bolt moving in unison. This is the reverse of the actionin the opposite direction, or when the switch is worked by hand.

By the foregoing explanation it will be seen that the mere unlocking of the switch when set for the sidingshuts off all access to the latter, and that the only possible way to get off the main line is to lockthe switch-rails in line, with the siding.

The motion for changing and locking the switch is a direct and positive one, whether done by hand, 'or by the. wheelsot' the car or engine. Furthermore, the thinnest wheelflan gechanges the switch, and causes it to be ,locked aseffectually as the thickest flange does, or as can be done by. hand, the lockingbolt M locking the switch so soon as its engaging end passes the horn h or it, with or over which it laps to effect the lock, and any continued motion of the lever L, or levers K and L,inthe same direction only increases the locking-lap of the bolt. V

It is not absolutely necessary that there shouldbemore than one movable switch-rail 13, and the rail opposite to it (here represented by the switch-rail B may be a fixed rail or simple continuation of the permanent rail A,

I as by simply extendingthe guard-rail O as far or nearly as far as the center of motion a of the switch-rail B, said guard-rail will guide the engine, car, or train onto the siding when the switch is locked in line with the siding. This modification involves no change in the general principle of action or changes the oporation under different conditions of the switch made to engage with said lever, as shown in Figs. 10 and 11.

A semaphore-signal, R, suitable both for day and night use, may readily be used in connection with the switch, and be operated in as equally simple and direct a manner as the switch by the mechanism controlling or connected with the latter without having resort to gearing or complicated devices for automatically changing the signal in accordance with the position or condition of the switch. Thus the semaphore-signal B may consist, in part, of a fixed hollow drum, a mounted on a suitable post, and having corresponding glazed apertures b in opposite sides of it, for the display at night of different colored lights to indicate the position or condition of the switch.

The necessary changes in color may be obtained by a stationary lamp or light within the drum, and a movable series of different colored segmental glasses, 0 d covering the apertures I), from the inside of the drum, Figs. Sand 10, and attached, one in rear of the other, to arms 0 which are fast on a horizontal spindle, f Attached also to this spindlef is the day-signal or signaling-arm g of the semaphore, which arm is set so that it occupies an upright position when the switch is locked and in line with the main rails, as shown in Fig. 2. an oblique position, as represented in Figs. 3, 5, and 9, when the switch-rails are not locked in line with the main rails, and when they are out of line both with the main line and with thejsiding, or when they are not'locked in line with the siding, and a horizontal position, as shown'in Figs. 7 ,10, and 13, when the switchrails are locked and in line with the siding. Said signal, however, may be variously constructed and arranged to give reliable information as to the position and condition of the switch, and so that it is impossible to give a wrong signal; but in all cases like simple and direct means may be used to operate itthat is to say, positive means deriving their motion from the devices operated by the safetyrail G, as, for instance, a rod, h", connecting an arm, 2', of the lever L with an'arm, 70 on the spindlef of the signal. I 7

Various changes also may be made in'the construction of the switch operating and locking mechanism without departing from the principle of operation herein described, and whereby the same mechanism is used both when the switch is operated by hand and when it is automatically operated by the rollingstock, thereby doing away with liability to accident consequent on disuse of the parts, as in the case of certain automatic so-termed safe ty-switches.

In the preceding description the invention has been explained with reference to an isolated switch. When applied to one of a series of switches capable of operation from the same switch-house under what is known as the interlocking system," and so that no one of said switches can be operated and locked without the other switches in the series are in proper relative position with it, a certain change of details becomes necessary, as regards the control of the switch by hand with freedom forits adjustment, as hereinhefore described, by the rolling-stock. Thus, referring to Figs. 12, 13, 14, and 15 of the drawings, in which the same letters as are used in the previous figures refer to like parts, the lock-box I may be provided with the same mechanism as has hereinbefore been described; bntinstead ot'applying ahandlever to the lever L to operate the switch by hand, the rod F, which connects said lever L with the movable safety-rail G, is provided with a stud, a which enters up within a recessed slide, A that is fitted to movein ways within a box, B transversely to the line of motion of the rod F. This slide A is connected by a rod I), with the hand-lever by which the switch is controlled from the switch-house, and is provided internally with two reverselyarranged and pivoted spring guides O 0 These sprin g-guides are so constructed and are so arranged relatively to each other that in their normal positions, and as controlled by their springs, they leave a channel or way, a, between them, running in an oblique direction relatively to the length of the slide A, so that when the switchman moves said slide from the position shown in Fig. let to the position shown in Fig. 12, said guides O 0 act upon the stud a to move the rod F in a direction and to an extent which will put the switch out of line with the main track and in line with the sid ing, and so that when the switchman reverses the movement of the slide A", changing it from the position shown in Fig. 12 to the position shown in Fig. 14, the guides O G will act upon the stud a? of the rodF to move the switch out of line with the siding and back again in line with'the main track. In either extreme movement of the slide'A the stud a of the rod F is carried out of or beyond the ends of the channel 0 between the uides 0 0 so that the rod F is free to be operated by the action of the wheels of the rolling-stock on the safetyrail to automatically adjust the switch, as hereinbefore described, no change being made in the safety action of said switch. When the switch has been left by the train in a certain position, and it is required to change it to a reverse position by hand, it is only necessary to move said slide first in one direction, and then in an opposite direction, either pivoted spring-guide yielding to pass, as it were, the stud (6 back of it and into position at the opposite end of the slide for either wall of the channel 0 to act upon it when the motion of the slide is reversed. I

When the switch has been changed except by the switchman in charge, warning may be given to him of such change by means of some moving part of the mechanism makin g or breakin g the current of any approved form of electric signals.

' I claim-- j 1. The combination, with the switch-rails, of a movable safety-rail arranged to meet the moving end of one rail of the switch, and extended in both directions from a point opposite the moving end of the other rail of the switch, substantially as and for the purpose it herein specified.

purpose herein described.

3. The combination, with a safety-rail and switch rail or rails, of switch operating and locking mechanism and rods or means for connectin g the latter with the safety-rail, substantially as herein described, whereby the switch rail or rails cannot be in an unlocked condition without shutting off access to the siding.

4. The combination, with a switch, the safety-rail G, and the two operating-levers K L, connected with said switch and said safety" rail, of a switch-locking device which forms part of the means of transmitting motion from said lever L to the switch, substantially as herein described.

5. The combination of the fixed guide-rail H with the switch and the movable safetyrail G, constructed to form a part of the track on one side, and arranged to extend in both directions from a point opposite the moving end of the switch-rail on the opposite side of the track, substantially as and for the purpose herein described.

6. The combination, with the levers K L, with which the switch rail or rails and movable safety-rail are respectively connected, ot' the bolt M and 1ocking bar N, for operation essentially as described.

7 The combination of the notched lid J of the lock-box I with the hand-lever O of the switch, having a stud or projection, 7r, and the fulcrum-pin e of the switch operating and looking mechanism, substantially as and for the purpose herein set forth.

8. The combination, with a switch and a movable safety-rail, constructed to 'form a part of the track on one side, and arranged to extend in both directions from a point op- DWIGHT TRACY.

Witnesses FRED. HAYNES, A. BURHORN. 

